Transmission mechanism



OCL 24, 1939 w. E. LAWRENCE TRANSMISSION MECHANISM Filed NOV. 14, 1932 5 Sheets-Sheet 1 MYX/'am ,fau/rance BY ATToRNEY;

Oct. 24, 1939. w, E, LAWRENCE 2,177,302

TRANSMISSION MECHANISM Filed NOV. 14, 1932 3 Sheets-'Sheet 2 le'/ ,5 /5/ VID l l 99 V ,53 i l l 154 les 97g 9 159 16o ,55

INVENTOR,

ATToRNEYdl Patented oef. 24, V1939 f UNITED STATES y PATENT OFFICE? 46 Clliml.

This invention, relating as indicated, to transmission mechanism, has more particular reference to mechanism making possible a variable transfer from a driver to a driven element; and it is among the objects of .the invention to provide a construction allowing a flexible control `of speed variation from zero motion to maximum speed, without resort to unduly fragile or complex features. of such a construction which, notwithstanding a uni-directional motion in the driver, may make possible eitherdirection in the driven element. Another object is the provision of a construction in which power delivery may be controlled with advantageous-means and results.

To the accomplishment of the foregoing and related ends, the invention, then, comprises the features hereinafter fully described, and particularly pointed out in the claims, the following description and the annexed drawings setting forth in detail certain illustrative embodiments of the invention, these being indicative however, of but a few of the various ways in .which the principle of the invention may be employed.

In said annexed drawings:

Fig. 1 is a vertical longitudinal section, parts ybeing broken away, showing an embodiment of the invention; Fig. 2 is an4 enlarged sectional view of a detail; Figs. 3, 4 and 5, analogously to Fig. 1, are vertical longitudinal sectional views of modifications Figs. 6, 7 and 8 are enlarged transverse sectional views of details; Fig. 9, analogously to Fig. 1, is a vertical longitudinal sectional view of a modification; Figs. 10, 11 and 12 are r transverse sectional views, and Figs. 13, 14 and 15 are longitudinal sectional views of details; Fig. 16, analogously to Fig. 1, is a vertical longitudinal sectional view of a modification; Fig. 1'1 is a transverse sectional view of a detail; Figs. 18 and 19, analogously to Fig. 1, are vertical longitudinal sectional views of modifications; and Fig. 20 is an enlarged fragmentary longitudinal sectional view of a detail.

Referring more particularly-to the drawings, thereis shown in Fig; l a drive shaft `2, and a driven shaft 3, the former being operated by a uni-directional prime mover, such as an internal `combustion engine 4,l and the driven shaft 3 being illustrated as connecting through conventional differential means 5 to a rear axle of an automobile Wheel B. Secured to the driver 2, 'for instance by bolt-attachment to the flywheel 1 of the engine is a housing B containing pistoncylinders 9, I0, in which pistons II, I2, are reciprocatively mounted, each -piston having a one- 4way valve I3. The pistons are connected to lcrank or eccentric means I4 fastened to the driven shaft 3. A duid-conduit I5 connects the outer end of the piston-chamber 9 with the common central chamber between the pistons, and

A further object is the provision f (Cl. 'J4-293) another conduit I6 connects from the conduit I5 tothe outer end of the piston-chamber I0. Oneway check-valves I1 are provided in the respective conduits 4and a control-throttle valve I8 is provided in the conduit I5, arranged to be actuated .by hand or automatically, or both, as for instance by link-connection I9 extending to the valve lever 20 from a slide collar 22. A fork rides therein and has an operating manuallever 23. The latter is connected also with a centrifugal or fly-ball mechanism 23, the fixed collar 24 of which is fastened to a sleeve 25 which is an extension from the housing 8. Between the drive shaft and the driven shaft is a variable transfer gear. In the form illustrated, this may include one or more idler pinions in a cage 21 between the gear 21a fixed to sleeve 25 and gear 3a fixed to shaft 3. Gear teeth on the cage 21 mesh with a pinion 21h on the shaft of a fluid-pump of any preferred form, for instance a rotary or reciprocating pump 21c whose discharge is connected to its intake by closed-circuit conduit 21d which contains a controlthrottle valve whose lever 21e is available for manual control.

From such construction it will readily be seen that with the drive shaft 2 actuated by the engine 4, the housing 8 turns therewith, carrying the pistons II, I2 in revolution about the shaft 3 to which is fixed the crank or eccentric means I4, thereby causing the pistons to be correspondingly reciprocated and pump the pressure-uid through the conduits I5, i 6. As long as the valve I 8 is open, the fluid proceeds through its circuit y freely, and driving shaft and driven shaft move thus independently. If now the hand lever 2s be actuated, to close the valve i3, resistance is interposed to the liquid-now, in proportion as the valve is shut, and correspondingly the piston system II, l2 is impeded in its relative movement with respect to the housing t, and, the valve 21e being open and the cage 21 being released, the shaft 3 takes on a forwardly-driving motion engaged to the drive shaft 2. By reason of the centrifugal control 23 and its connection also through slide 22 and link i9 to the valve I8, a certain speed of rotation to which the centrifugal control is set, will automatically tend to close the valve I8 and to oppose resistance to the uidflow and correspondingly bring about a transfer of motion to the shaft 3, so that stoppage of iiuid causes fixed engagement, and partial stoppage causes variable engagement. 'Ihe manual control means 29, as indicated, being superposed upon -such centrifugal control, may of course take charge thereover at times desired by the operator. In sustained high speed running, as an advantageous refinement, I may employ an automatic connection means between driving and driven shafts-in o rder to take the load off the fluid-pressure means. For this, a drum 39. somewhat on the order of a brake-drum maybe fastened to the cage 21, while a surrounding split band 3| attached to the sleeve 25 is arranged to allow relative movement of'the drum 39 or to be pressed thereon as actuated by suitable means. Such may involve for instance, a spreader-cam 32 oscillable by an arm 33 which is operated in turn by a link 34 from the collar 22, such that when the centrifugal device 23 slides the collar 22 toward the left, as illustrated in Fig. 1, the spreader-cam 32 is released and the band 3| closes upon the drum 39, being spring-impelled. The shaft 3 thus rotates in step with the sleeve 25, housing 9, and engineflywheel I, thus carrying the transfer-load instead of the otherwise-operating fluid-pressure system', and thereby lessening wear and tear and chances of leakage-development. In place of a mechanical engagement of brake-drum type to relieve fluid-pressure during touring engagement there may be used a friction disk engagement as shown in Fig. 16. 'I'his may consist of a disk 3l attached to the housing |93 and a disk 3Ia carrying friction surface pins 32a. Disk 3|a is connected to sleeve 229 by a lever-link 33 for example. It will be seen then, that at accelerated speed the movement of governor collar 229 causes mechanical engagement between disks 3Ia and 3|', causing fixed engagement of the driven shaft to drive shaft |99 and relieving the duid-system. Manual control may be superimposed through a lever for the sleeve 229. f By providing the throttle valve I9 with a construction allowing some resiliency of movement, any tendency toward shock-hammer development in the fluid-pressure system is obviated. One form of desirable construction may involvev for instance, a two-part valve stem 35 (see Fig. 2) having an interposed buffer-'spring 39, the stemparts 35 being splinedly engaging, whereby turning movement of the stem may be obtained, the screw-threaded mounting 31 advancing or withdrawing the valve 39 from its seat 39 on rotation of the valve stem by its lever-arm 29, while the spring-buffer 39 allows f some relative movement in the stem-parts. -1 I In the form illustrated in Fig. 3, the drive shaft 49 with fly-wheel 4I is arranged in alignment with the driven shaft 42, and rotating on the drive shaft is a housing 43, which contains a rotary pump device with one f its elements 92 keyed to the drive shaft, and its other element 44 carried by the housing and having a fluid-pressure circuit conduit connecting between its discharge and intake as a closed circuit, and a throttie or resistance-valve 49 connected in the conduit. 'I'he shaft 49 carries a gear 49, and extending from the housing 43 is a sleeve 41 which carries fixedly-connected a gear 49, which furnishes a mounting for one or more idlers 59 engaging y gear 49. Gear 49 meshes with a pinion 5| driving a fluid-pressure pump 52, which like the pump 44 has a closedcircuit fluid-conduit 53 from its discharge to its intake, a throttle or resistance-valve 54 being interposed and controllable by valve-lever 55 whereby to impose resistance to the fluid-ow in desired degree from zero to maximum. Keyed or otherwise fastened.

to the shaft 42 is an internal ring gear 59 which meshes with the idlers 59, as in the manner of epi-cyclic gearing generally well known. "FA centrifugal or ily-ball mechanism 51 having a xed collar connected to the drive shaft 49 or fly-'wheel 4|, is provided with a slide collar 59 carrying a free collar I9 and connected by a link 99 to the valve-lever 9| oi' the valve 49. From this construction, rit will be seen that. with the driving shaft 49 in rotation, the pump-gear 44 is actuated as it revolves about the gear 92 fixed to the drive shaft 49, the action of the pump being to correspondingly drive the pressure-fluid through its conduit 45 while the valve 49 is open. Valve 54 being open, when the speed of rotation of drive shaft 49 reaches its operating rate, the centrifugal means 51 draws the slide collar 59 toward the right, as shown in Fig. 3, correspondingly turning the valve-lever 9| by the link 99, and throttling down the valve and imposing resistance in the Huid circuit conduit, and in proportion progressively locking housing 43, and therefore the gears 49 and 59 andthe driven shaft 42 into turning relation with the drive shaft 49. Vibrationdevelopment in the revolving system 44 may be eliminated by the provision of suitable counterweighting 93. According as the valve 49 is closed more or less, the ratio of movement of the shaft 42 will be varied as to the movement of shaft 49, and variable speed from zero to a direct drive or 1 to 1 ratio may be had by partial and complete stoppage of fluid. For such optional variable control of the speed, a hand-lever 94 is superposed upon the valve-lever 9|, and the automatic operation thereof may at any time be super-controlled by the manual means. As in the form of the invention described above, a mechanical coupling may be provided in order to take the load oftthe fluid-pressure system, if desired, for sustained high speed operation. For this, a drum 39, as already above-described, may be fixed upon the housing 43, while a band 3| with a spreadercam actuated by cam-lever 33 may be connected to the centrifugal controlling-means 51 by link 59, whereby engagement of the mechanical coupling is had in connection with the operation of the centrifugal control-means. For reversing the direction of motion'of the shaft 42, valve 49 being open, the reverse valve lever l5 is operated to close the valve 54, thereby opposing stoppage against flow in the duid-conduit 53, and locking the pump and its gear 5| such as to compel the idlers 59to determine the reverse travel of the ring-gear 59 thereabout.

In the form of the invention shown in Fig. 4, the drive shaft 19 and fly-wheel 1| is arranged with driven shaft 95 in general alignment, and rotating on the drive shaft is a housing 13 which Vnately operated by cam or eccentric means 9| fixed` to the sleeve 99 of the cam or, eccentric 99 which operatesy the pistons in the piston-chambers 1s, 11. 'nus nee've asis in turni joined to a cage 9| which carries one or more idler pinions 92 to ride between gear 93 fixed to drive shaft19 and gear 94 ilxed to driven shaft 95. The pistons in the piston-chambers 14, 15, are actuated by a cam or eccentric 99, which may be set for a variable throw from zero to maxim For this, the eccentric section 91 (see also Figs. 10-12) is fixed to the shaft 19, while an adjustable eccentric sleeve-member 99 is rotatable or rather oscillable thereabout, as set by the arm 99 which connects to a slide-collar. (see also Figs. 13-15) armena 'I'he slide collar 99 is in turn connected by a link or links to a free collar III` ina slide collar |02 forming part of a centrifugal or flyball means |03 whose fixed collar |34 is secured to the fly-wheel 1|. The slide collar |32 works on shaft 10. The arrangementof the curved link 98 is such that movement of the collar 99 along the shaft imparts a rotary turning movement to the eccentric-sleeve 90, thereby correspondingly changing its set or position relative to the core-eccentric 91, and the effect of the centrifugal means |03 when upto speed is to draw the slide 99 toward the right in Fig. 4, and turn the eccentric-sleeve 96 to a position illustrated in Figs. 11 and 14. A manual control means is superposed upon 'this automatic control. and may` take the form of a pedal lever |00, arranged -to engage against lug |01 on the fork |l| in the slide |02, therebyshoving the latter in a direction counterto that imposed by the operation oi' the centrifugal means |03.

As will be seen, in the operation of the mechanism shown in Fig. 4, the drive shaft 10 turns in uni-directional movement, carrying the cam 31 in rotation. Actuation of the pistons sets up uid circulation, and to the lextent that resistance ls imposed on this circulation, rotation is imparted to the compressor housing 13, free on shaft 10, until under fluid stoppage locked engagement of housing 13 to shaft 10 ensues. With the eccentric-sleeve 96 set in the position indicated in Figs. 11 and 14, as may be readily accomplished by the manual control |06, operating upon the slide |02 and the eccentric-setting slide 99, the pumpingcouple 14, 15 is out of action, and the pumpingcouple 16, 11 is in action, stopping the fluid stream through the conduits 19, 83, and the cage 9| with its pinion 92 is held such as to in effect lock gear 94 to gear 93, thereby giving a 1 to 1 ratio movement from shaft 10 to shaft '95. When the eccentric-sleeve 96 is set to the position .indicated in Figs. 12 and 15, the pumping-couple 14, 15 operates half throw on each reciprocation, and the total effect upon the fluid pressure system is to cause idling or zero motion of the shaft 95.

At variable points between half-throw and zerothrow of the cam 91, and sleeve 96, forward motion is produced with variable increase of speed governed by the controlled rotation of cage 9| and gear 92. Again, when the eccentric-sleeve 96 is set in the position indicated in Figs. 10 and 13, the pumping-couple 14, 15 is in full reciprocation and the direction of the rotation of the cage 9| is backward toward standstill of the cage causing rotation of the shaft 95 to be reversed, with similar control of increased torque.

In'the form of the invention shown in Fig. 5, there is again a drive shaft ii 0, with y-wheel I, to which is attached a housing i i2 containing gear pump mechanism H3, |I4, the latter being fixed on shaft i I5. The pumping mechanism ||3 has a fluid circuit conduit ||6 from discharge to intake, and interposed is a centrifugally-operated valve i i1 (see also Fig. 7). In this, the valve is provided with a suitable weighting i i6 to overcome the spring |9 at a certain speed, and set the valve out against the valve seat, and correspondingly oppose resistance to the flow of the fluid, and in effect lock the pump rotor and casing together, thereby occasioning movement of the shaftv ||5 in step with the drive shaft H0. For suitable control, a manual-control means is arranged, and this may take the form of a lever engaging by a fork |2| with a slide collar |22 from which a link |23 connects to the valve-lever of a valve |24 arranged as a by-pass across the centrifugallyoperated valve ||1. Connecting also with theslide |22 is a link |26 to the valve lever of a valve |2|. `.Another pumping-unit comprising pumpgears |21, |23, is arranged to be driven through the intermediary of gear |29 and driving gear |30 which forms part of an epi-cyclic system includl ing idlers |3|, |32 carried on the gear |30, the

operated by an arm having pin and slot engagement |30 with the lever |20. With such construction, the gear |30 may be set such as to effect a drive in one direction through idlers |3|, |32, or in the opposite direction through idler |35, according as one set or the other is slid into mesh with the sun-gear |33. The pump |21, |28 has a fluid-circuit conduit |39 with a by-pass valve |40. The valve is operated by a link connected between the hand lever |20 and the valve lever, and when the valve is open, the uid stream flows freely in circuit; but when the valve is closed, resistance is opposed, and the effect is to proportionately lock the pumping mechanism and hold the gear |30, thereby causing differential travel for the associated gearing-trains. A by-pass valve I4| is arranged such that its valve-lever will be struck and closed by a pin on 'the hand-lever |20 as the latter is drawn back. Another throttle or resistance valve |42 has its valve-lever operated by a link and bell-crank connected to the accelerator pedal |43.

In the operationof the mechanism shown in Fig. 5, as readily understood, when the drive shaft ||0 with its connected housing i |2 is at a certain speed, the centrifugally-operated valve ||1 closes the fluid-conduit, and in effect locks the pump gear H4 and housing H2 together, thereby imparting 1 to 1 ratio forward rotation of shaft H5. By operation of the manual-control |20, the slide collar |22 may be moved such as to open the valves |24, |26, thereby lessening the resistance in the fluid-circuit, and allow relative movement correspondingly between housing |i2 and pump-ele-l ment ||4with corresponding change in the ratio of speed and slowing down of the shaft ||5 with respect to drive-shaft i l0. By reason of the connection of the collar |31 to the manual control lever i20, movement of the latter also serves to change the setting of the gear |30 with respect to its idlers and the sun-gear |33. The pin and slot connection |39 allows this shift of the gearsystem |30 to be effected in such relation to the operation of the valves |29, |26, that the gearshifting is performed during idling.` With movement of the manual control lever |20, the valve |40 is closed in such sequence that the reverse pump |21, |28 is correspondingly progressively availed of, the straight-away pump i3, i0 being in idling position, to effect a reverse-drive of the shaft ||5. Arranged on the hand-lever |20 is a thumb-controlled detent or pawl-lever |44 which at its lower end may engage a pin on the arm which connects to the gear-shift fork |31. yThat is, in the normal spring-raised position of the pawl-lever |44, the pawl-tip rides free over the pin, but by operation ofthe pawl-lever as in the customary manner of pawl-lever operation, the pawl-tip may be depressed so as to engage the pin on the shaft-connection. It will be further seen that when the foot accelerator |43 is depressed throttle valve |42 is closed thereby, so that gearY is held to standstill, engaging drive shaft I0 through gear |33, gears |32 and I3| to ring gear |34, attached to driven shaft ||5. At the same time with the partial closure of valve ||1, under centrifugal force, pressure is set up Within compressor ||2, exerting a turning force upon driven shaft I5 through lpartial stoppage of fluid in conduit H6. When the acceleration of vehicle increases the rotation of driven. shaft ||5 adequately, the drive connection is continued through compresor I5 with stoppage of fluid at valve ||1, while gear |30 is carried to forward motion sufflciently to reverse the direction of rotation of pump |21, |28, and reverse the direction of fluid pressure in conduit |39. At this point, by-pass valve |4| provides automatic release of fluid pressure, thereby disengaging pump |21, |26 from any retarding effect upon gear |30, which is thus allowed to idle freely. Thus after initial inertia is overcome through gear-train |33, |32, |3|, |34, direct engagement is taken up between drive shaft ||0 and driven shaft ||5. If lever |20 is advanced to still further forward position, automatic coasting by-pass |26 is opened, allowing disengagement in coasting, whenever vehicle speed surpasses motor speed, thereby reversing the direction of flow in conduit ||6. If however, lever |20 is withdrawn to a neutral or middle position, valves and |26 are both opened, causing pressure release in both systems, or manual disengagement. Further withdrawal to a rearward position of lever I 20 shifts the train of gears to the point where reversing gear |35 is engaged between gear |33 and ringv gear |34, forward gears I 3| and |32 being disengaged. Thereupon, depression of foot-accelerator |43 causing stoppage in conduit |39, reverse motion of vehicle is caused. During this shift of gears, lever 20 is able to close the conduit |39 at the conclusion of the shift by reason of the differential movement in the pin and slot mode of connection -between the arm to the gear-shift fork |31 and the lever |20. Also in reverse position, lever |20 closes automatic release by-pass |4|, giving positive reverse engagement. Return shift to forward gear engagement may be accomplished by thumb-controlled detent or pawl-lever |44. Again, for the purpose of taking the load off the fluid pressuresystem during sustained running, an automatically-operating directv coupling may be incorporated, and while this may be of detail as described in connection with Figs. 1 or 3, another desirable form, as shown in Fig.8, involves a drum |45 within which is a split expanding ring |46 on the order of a brake-element, and a radiallydirected Wedge |41 acting between the ends of the split-ring to expand the same, the wedge having an actuating weight |48 which at destined speed centrifugally forces the wedge'l`46 outward and expands the split ring against the drum, thereby locking the parts together, .and ksince the drum is secured to the sleeve which is integral with the housing I2, and the split ring inside is secured tothe shaft I5, the latter will rotate in step with the housing ||2 and the engine ily-wheel.

'Ihe form of the invention shown in Fig. 9 is a modification of Fig. 4, exhibiting another method of controlling the variable throw of the pistons. It also shows a compressor system bolted to a ily-wheel instead of free on the drive shaft, with the addition of an intermediary shaft between the drive and driven shafts. the ily-wheel |5| are again arranged with intermediary shaft |52 and driven shaft |8| in alignment, and a housing |53 secured to the fly-wheel contains piston-chambers |54. |55 and |56, |51. A fluid-conduit |56 connects between chambers |54 and |56, and a conduit |59 connects between chambers |55 and |51. Check-valves |60 are included in eachconduit. A conduit connects between chambers |54 and |55, and valves |62, |63 are arranged at each side of an intermediate con- The drive shaft and' duit-connection to the intermediate fluid spacebetween the pistons of chambers |56, |51. Each of the pistons in chambers |56, |51 containsaone-way valve, whereby the fluid may be pumped through the uid circuit indicated. Fixed on the shaft |52 is a cam or -eccentric for operating the-pistons in chambers |54, 55, and the pistons in chambers |56, |51 are operated by a variable cam whose ldetail construction, similar to that in Figs. 4, 10-

` ranged to be moved by the pressure in the pumping system, whereby the plunger |61 appropriately sets the slide and its connected variable eccentric 96. A fluid-line |68 for this purpose may connect through a two-way valve |69 to portconnections |10, |1| at the respective sides of the plunger |61, and a manual-control |12, through a fork |13 may operate a slideI |14 having a connecting link |15 to the valve-lever |16 of the valve |69. With such arrangement, according as the lever |12 is thrown one way or the other, the slide |14 actuates the valve-lever |16'to direct the pressure-:duid to one side or the other `of the piston |61 and thereby throw the variable cam 96 in its different positions. Connected to shaft |52 is a gear-cage |11 carrying one or more pinions |18 between the gear |19 which is fixed to sleeve |66, and gear I 80 which is fixed to the tail shaft |6|. According as the cage |11 with its pinions |18 is allowed to run free in idling movement, or is more or less retarded, the ratio of transfer between the gear |19 on the driving side and the gear |80 on the driven side is varied, and as is generally apparent from the foregoing description, when the engine and ffy-Wheel |5| are turning, the housing |53 rotates and causes a pumping action with the pistons in the chambers |54, and |56, |51. When the variable camelement 96 is set in the position indicated in Fig.

' cage |11 to a standstill, thereby giving a reverse drive direction to the tail shaft |8|. As in the form shown in Fig. 5, a dir-ect-coupling, centrifugally-operated, may be provided, if desired, to carry the load during sustained speed, and this likewise may involve such a construction as drum |45, expansion band |44, and 'centrifugally-operated spreader-cam |41.

In'theform shown inFig. 16, again the drive shaft |90 and fly-#wheel 19| are arranged with a' driven shaft |92 in alignment, and'a housing |93 secured to the fly-wheel l|9| contains pistonchambers |94,- |95, a fluid conduit |99 connecting therebetween, and having. an intermediate connection to the intermediate chamber between the pistons, with a control valve |91. 'I'he latter valve is operated' by a `slide |93 having a fork connected to a lever |99 and operated by a link and lever connection toa dash-control 200., Projecting'from ythe'lever |99 is a link 20| standing in the path of a cam 202which is oscillable with the shift-lever 203. The lower end vof this lever is expanded and has a pin and slot m'Jost-motion connection 204 to a fork on a slide 205 which is secured to the gear-plate 209.

2|2 having fluid-conduits 2|3, 2|4 between itsdischarge and intake. Check-valves are provided in these conduits for one-way ow. A by-pass, with a valve 2|5 has its valve-lever connected by a link to the upper arm of the lever |99 aiorementioned. A throttle control valve 2|6 is arranged such thatv the valve-levez; of the latter is operated when the accelerator pedal 2|1 is actu` ated. Another by-pass with a valve 2|8 is arranged such that the valve-stem ofthe latter is actuated by a link connection 2|9 to afork on a slide 220. To this is connected a centrifugal or ily-ball couple 22|, and the other collar 222 thereof is also slideable as controlled through lever 223, link 224 and bell-crank and link connections to a dash-control 225.

A's will be understood from the foregoing, the shift-lever 203 is, in operation, set to engage the appropriate idler-train 201 with the sun-gear 2 I0 for forward movement. As seen, the shift-lever has a slightly delayed engagement by virtue of the lost-motion connection 204, and thus the cam 202 as swung by the shift-lever has time to open the by-pass control valves |91, 2|5 first, and by the opening thereof, the fluid in the pumping circuit ilows without resistance and the gearing being in idling relation, the shift may be made appropriately. The dash-control 200 also operates valves |91, 2|5 and allows opening thereof, with release of resistance in the fluid systemfand consequent idling out through the gearing. As the control valves |91, 2|5 are progressively closed in proportion, resistance is imposed in the fluid system, and the transfer of motion through the gearing occurs, and whatever speed is desired may be attained. For reverse, the shift-lever 203 is appropriately thrown, to bring the reverse set of pinions into mesh with the sun-gear 2|0, and again the throttle lis controlled, determining lthe amount of resistance in the fluid system, and the consequent speed imparted through the gearing. At the same time, cam 202 releases valve |91, but

not 2|5, so that reverse motion may not be impeded by compressor |93. For taking the load off the fluid system at sustained speed, a direct v The lattercarries idler pinions 201 and 203, both meshing with 238, respectively. The rotor 231 coupling means, along the lines' described in connection with Figs. 3, 5 and 9 maybe applied if desired, and may comprise disks 3|, 32, operating link-lever 33, and connection to the slide 220 actuated by the centrifugal means. In accelerating, centrifugal means may also operate at the appropriate point to open valve 2|3, thereby disengagingthe `planetary gear train 200, 201, 2|0 from retarding the motionof vehicle after compressor |93, through the inuence of automatic centrifugal valve stoppageln conduit |99, has assumed the load. Analternative mode of automatic disengagement is also shown in the construction of gear 2I0 '(seealso Fig. 17), which is 'equipped with a ball ratchet device. 'I'hereby in 'But with increased velocity of vehicle, the gear train is thrown out of engagement, eliminating retarding effect when gear |33 is impelled to rotate faster than core |33a.

In Fig. 18, a lcompact form employing rotarytype pump-elements is shown, the drive shaft 230 and ily-wheel 23| being connected to drive gear 24| and a housing 234 being free'to rotate around drive shaft 230. Within the housing 234 are rotary-chambers 235 and 236,and within these are rotors, for instance of vane-type 231 and is fastened to the shaft 230, while the rotor 238 is fastened to a sleeve which is integral with gear cage 239, carrying one or more pinions 240 between drive gear 24| on shaft 230 and driven gear 242 on tail shaft 243. A fluid-conduit 244 connects between rotor-chambers 235 and 236, while a conduit 245 connects between chambers 236 and 235 oppositely. In the conduit. 244 a centrifugallyoperated valve ||1 may be arranged and the Aconstruction of this may follow the lines already described in connection with Fig. 7. A control valve 246, of two-channel type, is arranged to control the direction of fluid-flow in the conduit 244, 245, and a by-pass with a valve 241 shuntiiig the centrifugal valve ||1 is also provided, the rcspective valve-levers of these valves being operated through a common link-system from the co1- lar v248 having a fork connected to a manuallyoperated lever 249. Another by-pass around the centrifugal valve ||1 has a valve 250, and an additional by-pass is provided with a valve 25|, the valve-levers of these valves being connected by links to a slide collar 252, whose fork is operated by a control 253.

In the operation of the form shown in Fig. 18, when the engine and y-wheel 23| is turning, the shaft 230 likewise turns against the rotor 231, and through gears 24|, 240 it turns rotor 238 at one-half rotation speed. Fluid is pumped through the conduits. Idling control 250 being closed, rotation of housing 234 ensues. With the centrifugal valve ||1 setting up, the fluid encounters corresponding resistance, and relative motion between the housing and rotors is impeded, and with full operation of the centrifugal valve, rotation of housing and rotor together results in rotation of the cage 239 in lock engagement with gears 24| and 243, giving forward movement in l to l ratio. At starting or under excessive vehicle inertia, valve 250 is unable to close completely, permitting slippage or relative movement of housing 234 and rotors, thereby permitting cage 238 with idler 248 to rotate relatively, with consequent idling. The centrifugal valve I |1 sets up slippage under pressure, fluidpressure exerting turning movement throughout. The duid which slips, passes to pump 238, yielding a 3 to 1 torque increase. If the pump238 should be twice the capacity of pump 231, rotation would be in the ratio of 6 to 3, or 2 to 1,

may be arranged asV desired in accordance with the relative sizeof the pump. For reverse, fluid is by-passed at valve 241 around the centrifugal valve l1, by appropriate movementof the lever 249. Flow from pump 231 to pump 238 is reversed, thereby holding cage 236 to two revolutions to six revolutions of shaft 232. Pinion 24|) then exerts reverse motion on gear 242 in 3 to 1 torque increase. By opening valve 25|, free flow of fluid with automatic coasting through the one-way valve 254 is permitted whenever the vehicle speed exceeds that of the engine, thereby reversing the direction of fluid-pressure. A similar transmission might be constructed with reciprocating pumps, with appropriate arrangement of conduits and their valves.

The form ofthe invention shown in Fig. 19 shows the modification of Fig. 18, by reciprocating or gear pump means. If a reciprocating pump be used, in place of va control valve of twochannel type such as 246 in Fig. 18, it may be desired to cause reverse action by altering the closed position of valves 214 and 213 relative to the cage. This is accomplished by change of the position of the valve actuating cam 268 through movement of the slide-collar 263 and link-connection 269', as controlled through connection 269 by a manual lever 21| connected to free fork or collar 210. A further modification is that housing 263 is keyed to the drive shaft 26|), while the rotor member 265 is carried through an intermediary shaft to the gear 283. In this form, the drive shaft 260 with fly-wheel 26| is arranged with the driven shaft 262 in alignment. The housing 263 is secured to the drive shaft 260, and contains the gear pump set 264, 265, the latter being fixed to the intermediate shaft. The housing contains also plunger pump chambers 266, 261, within which are pistons operated by a cam or eccentric. Connecting the pump-chambers 266 and 261 is a fluid-conduit 212, having valves 213,' 214, actuated by a central cam, and the pump is operated by a variable cam 96, 31, whose position is controlled by slide-collar 268 actuated through free collar 216 by manual lever 21|. A

, conduit 215 connects the discharge and intake of the conduit 215 is an it is assumed that pumps 264, 265 and 266, 261

are of unequal iluid capacity, so that pump 266, 261 is larger, but less than twice as large as pump 264, 265, at whatever intermediary degree may be necessary to achieve a given torque increase.

Then as in Fig. 18, stoppage of flow at 211, automatic idling valve 218 being closed, causes circulation stoppage throughout, with 1 to 1 engagement of drive and driven shaft. But any fluid slipping under excess vehicle inertia through cen- I or sun-gear |33 encloses core |33d havingy recesses with rolling-elements |33b, the recesses being in"- clined such that when` the shaft ||5is`v driving it, but when the gear |33 as determined'by its associated mesh-connections turns faster' than y the shaft ||5, free run-over is permitted.

In instances of valves such as valve |63, Figs. 9 and 20, it is desirable to provide a calibrated pin-hole release, to relieve pressure. This may be arranged in the connection from the return fluid line, as at 28|, Fig. 20.

Other modes of applying the principle of my invention may be employed instead of the one explained, change being made as regards the mechanism herein disclosed, provided the means statedby any of the following claims or the equivalent of such, be employed.

I therefore particularly point out and distinctvly claim as my invention:

1. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a variably movable transfer gear between the drive shaft and the driven shaft, fluid-pressure means normally independent of said transfer gear for controlling the movement of said transfer gear to produce forward travel, and fluid-pressure means for controlling the movement of said transfer gear to produce reverse travel.

2. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween, fluid-pressure means to Varrest said transfer gear to produce reverse motion of the driven shaft, and fluidpressure means normally independent of said transfer gear to engage said transfer gear to said drive shaft' to produce forward motionof thedriven shaft.

3.- Drive mechanism of the character described,

comprising a drive shaft, a driven shaft, a vari- '1 ably movable transfer gear between the drive shaft and the driven shaft, fluid-stoppage means normally independent of said transfer gear for controlling the'movement of said transfer gear to produce forward travel, and fluid-stoppage means for controlling the movement of said transfer gear to produce reverse travel.

4. Drive mechanism of the character described; comprising a drive shaft, a driven shaft, a transfer gear therebetween capable of forward or reverse movement, fluid-pressure means to control the movement of said transfer gear forward and reverse, and clutch-means for engaging the transfer gear to produce driving of the driven shaft. Y

5. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween capable of forward or reverse movement, fluid-pressure means to control the movement of said transfer'gearforward and reverse, clutch-means for engaging the transfer gear to produce driving of the driven shaft,

faster than the gear las, the latter is locked with uf A fer gear therebetween capable of forward or reverse movement, fluid-pressure means to control l the movement of said transfer gear forward and reverse, and ratchet-likekmeans for disengaging the 'gear-drive.

7. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween 'capable of forward or reverse movement, fluid-pressure means to control the movement of said transfer gear forward and reverse, and automatic fluid-pressure release means for releasing the control of said pressure means.

` 8. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, av variably movable transfer gear between the drive shaft and the driven shaft, fluid-pressure means including a variable-throw piston for controlling the movement of said transfer gear and a variv able eccentric for operating said piston, said variable eccentric including a central eccentric connected to the pistons and mounted on an eccentric.

9. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, epicyclic gearing including a gear on said drive shaft and a gear on said driven shaft and an idlerv gear therebetween, a fluid-pump having one element connected to the drive shaft and another element connected to said idler, another fluid-pump also connected to said idler, and means for controlling the respective duid-pumps.

10. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, epi-cyclic gearing including a gear on said drive shaft and a gear on said driven shaft and an idler gear therebetween, a fluid-pump having one element connected to the drive shaft and another element connected to said idler, centrifugallyoperated means for controlling said fluid-pump, another fluid-pump connected to said idler, and means for controlling said last-named pump.

1l. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, an intermediary shaft, fluid-pump means having one element connected to said drive shaft and another element connected to said intermediary shaft, epi-cyclic gearing including a gear connected to rsaid intermediary shaft and a gear connected to said driven shaft and an idler between such intermediary gear and driven gear, another fluid-pump means having one element connected to said drive shaft and another element connected to said idler-gear, and means for controlling the respective pump-means.

12. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, an intermediary shaft, fluid-pump means having -one element connected to said drive shaft and another element connected to said intermediary shaft, epi-cyclic gearing'including a gear connected to said intermediary shaft and a gear con- `13. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, an intermediary shaft, fluid-pump means having one-element connected to said drive shaft and another element connected to said intermediary shaft, epi-cyclic gearing including a gear connected to said intermediary shaft and a gear connected to said driven shaft and .an idler between such intermediary gear and driven gear, another fluid-pump means having one element connected to said drive shaft and another element connected to said idler-gear, means for controlling the respective pump-means, said means including inter-connecting conduits between the respective pump-means, and a manually controlled throttlevalve and a centrifugally controlled throttlevalve in one of such conduits. A

14. Drive mechanism of the character. described, comprising a drive shaft, a driven shaft, epi-cyclic gearingincluding a gear on said drive shaft and a gear on said drivenshaft and an idler therebetween, fluid-pump means having a rotor connected to said drive shaft and a housing connected to said idler-gear, another fluid-pump means in association with said idler-gear manually-operated means for controlling the first-named pump-means centrifugally-operated means for controlling the same pump-means, a clutch between said drive shaft and said pumpmeans housing, means for connecting said clutch to said manual-control means and said centrifugally-operated control means, and manuallyoperated control means for said second-named Dump 15. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, epi-cyclic gearing including a gear connected to said drive shaft andl a gear connected to said driven shaft and an intermediary gear between said drive shaft gear and driven shaft gear, a fluid-pump including pistons and an actuating cam-means, the latter connected with said idlergear, another fluid-pump including plungers and variable-throw cam operating means, manuallycontrolled means for actuating said variablethrow means, and centrifugally-operated means for actuating the same.

16. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, epi-cyclic gearing including a gear connected to said drive shaft and a gear connected to said driven shaft and an intermediary gear between said drive shaft gear and driven shaft gear, a fluid-pump including pistons and an actuating cam-means, the latter connected with said idlergear, another fluid-pump including plungers and variable-throw cam operating means, manuallycontrolled means for actuating said variablethrow means, centrifugally-operated means for actuating the same, and Huid-circuit conduits connecting both said fluid-pumps together.

17. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a variably movable transfer gear between the drive shaft and driven shaft, fluid-pressure means capable of controlling the movement of said transfer gear to produce forward or reverse travel, and a valve having a stem weight-actuated in one direction and centrifugally moved in the other for varying the resistance to fiuid-fiow for controlling said fluid-pressure means.

18. Drive mechanism of the character described, comprising a drive shaft, a driven shaft,

va variably movable transfer gear between the drive shaft and the driven shaft, fluid-pressure pump means including plungers 4with variable stroke for controlling movement of said transfer gear, and means additional to variation of the stroke-length of said pumps for operating at scribed, comprising a drive shaft, a driven shaft,

a transfer gear therebetween, means for increasing torque ratio, (said means including pumpmeans having one element connected to' said drive shaft and another connected to said transfer gear, another pump having one element connected to said drive shaft, said pump-means including pistons of variably adjustable stroke, and means for opposing fluid-stoppage for both pump-means for direct d rive.

21. Drive mechanism of the character' described, comprising a drive shaft, a driven shaft, a transfer gear therebetween, means for increasing torque ratio, said means including pumpmeans having one element connected to said drive shaft and another connected to said transfer gear, another pump having one element connected to said drive shaft, said pump-means including pistons of variably adjustable stroke, means for opposing fluid-stoppage for both pump-means for direct drive, and centrifugal means for controlling such fiuid=stoppage.

22. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a variably movable transfer gear between the drive shaft and the driven shaft and including a cage, pump-means having one element connected to said drive shaft, and another pumpmeans having one element connected to said first pump-means and another element connected to said cage, the pump-means being of fixed unequal fluid displacement for changing torque-ratio.

23. Drive mechanism of the character described, comprising a drive shaft, a driven shaft,

a variably movable transfer gearbetween the drive shaft and the driven shaft and including a cage, pump-means having one element connected to. said drive shaft, another pump-means having one element connected to said first pump-means and another yelement connected to said cage, the pump-means being of fixed unequal fluid displacement for changing torque-ratio, and means for providing fluid-stoppage in both pumps for direct drive. I v

24. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a variably movable'transfer gear between the drive shaft and the driven shaft and including a cage, pump-means having one element connected to said drive shaft, another pump-means having one element connected to said first pumpmeans and another element connected` to said cage, the pump-means being of fixed unequal fiuid displacement for changing torque-ratio, means for providing fluid-stoppage in both pumps for direct drive, and centrifugal means for controlling such Huid-stoppage.

25. Drive mechanism of the character described. 'comprising a drive shaft, a driven shaft,

a variably movable transferv gear therebetween, fluid-pressure means for controlling the movement `of said transfergear'to produce forward or reverse travel, and valve-means for opposing resistance to fluid-flow through said fluid-pressure means, said valve-means including a splinedly aligned closure element and reciprocable control element and a buffer spring interposed therebetween.

26. Drive mechanism vof the character described, comprising a drive shaft, a driven shaft, al variably movable transfer gear therebetween,

fluid-pressure meansk including variable-throw 'pistons' for controlling the movement ofl said transfer gear, and an eccentric cam and a variably-adjustabley eccentric thereover intermediary between the pistons for controlling the travel thereof.

27. Drive mechanism of the character described, comprising gearing elements including a drive gear, a driven gear, and avariably movable transfer gear therebetween having a forward means, lever-means for shifting one of said gearing elements to actuate the forward and reverse pinion means, and fluid-pump means for controlling said casing for increase of torque-ratio.

29. Drive mechanism of the character described, comprising gearing elements including a drive gear, a driven gear, and a variably movable transfer gear therebetween having a. casing with forward pinion means and reverse pinion means', lever-means for shifting one of said gearing elements to actuate the forward and reverse pinion means, uid-pump means for controlling said casing for increase of torque-ratio, and another pump-means for direct drive.

30. Drive mechanism of the character described, comprising gearing elements including a drive gear, a driven gear, and a variably movable transfer gear therebetween having a casing with forward pinion means and reverse pinion means, lever-means for shifting one'of said gearing elements to actuate the forward and reverse pinion means, fluid-pump means for controlling said casing for increase of torque-ratio, another. fiuidpump means for direct drive, and centrifugalmeans for controlling said last-named pump means.

31. Drive mechanism of the character described, comprisng a drive shaft, a driven shaft, a transfer -gear therebetween, means for increasing torque, said4 means including pump-means having one element connected to said drive shaft and another connected to said transfer gearand another` pump-means having one elementv connected to said drive shaft, said pump-means being of unequal flxed'disp'lacement, fluid-connections between said pump-means, and valve-means to reverse the direction of drive by reversing the direction of uid-fiow. y

32. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween, means for changing the torque ratio, said means including pumpmeans having one element connected to said drive shaft and another connected to said transfer gear and another pump-means having one element connected to said drive shaft, said pumpmeans being of unequal xed displacement, uidconnections between said pump-means, and valve-means to reverse the direction of torqueratio change by reversing the fluid-flow.

33. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween, vmeans for changing torque ratio, said means including piston pump-means having one element connected to said drive shaft and another connected to said transfer gear, another pump-means having one element connected to said drive shaft, and a tlming valve to time the said piston pump-means.

34. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween, means for changing torque ratio, said means including piston pump-means having one element connected to said drive shaft and another connected to said transfer gear, another pump-means having one element connected to said drive shaft, a timing valve to time the said piston pump-means, and

means for varying the torque transfer by varying said timing valve.

35. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a variably movable transfer gear between the drive shaft and the driven shaft, fluid-pressure means including a variable-throw piston for controlling the movement of said transfer gear, a variable eccentric for operating said piston, and fluidpressure means for varying said variable eccentric.

36. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween capable of forward or reverse movement, said gear including ldlers and a controllably arrestable element carrying said idlers, fluid-pump means for the operation of said transfer gear, and fluid-pump means for controlling said arrestable element in said transll Sear, at least a part of the pump means including piston rods and eccentric means for varying the length' of stroke thereof.

37. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween capable of forward or reverse movement, said gear including idlers and a controllably arrestable element carrying said idlers, fluid-pump means optionally operable on said arrestable element of said transfer gear, and means including another fluid-pump means for controlling said last-named fluid-pump means.

38. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween capable of forward or reverse movement, 'fluid-pressure means to control the movement of said transfer gear forward, fluid-pressure means to control movement of said transfer gear reverse, and centrifugallyoperated means for controlling said forward-operating fluid-pressure means.

39. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a variably movable transfer gear between the drive shaft and the' driven shaft, fluid-pressure Pump means including plungers with variable stroke for controlling movement of said transfer gear, and retardedly-timed valve-means for operating at least a part of the huid-pressure means with increased output for augmenting the torqueratio.

40. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a variably movable transfer gear between said drive shaft and said driven shaft, fluid-pressure means for controlling said transfer gear, a variable friction seizing clutch having one element connected to said drive shaft and another element connected to said driven shaft, and centrifugally-operated means for engaging said clutch.

41. Drive mechanism of the character described, comprising a drive shaft, a driven shaft, a transfer gear therebetween, and means for driving said driven shaft in one direction with a certain torque-ratio and in the opposite direction with a different torque-ratio, said means including pump-means having one element connected to said drive shaft and anotherconnected to said transfer gear, and another pump-means having one element connected to said driven shaft through said transfer gear, said pump-means being of unequal fixed displacement.

42. Drive mechanism of the character described, comprising shafts to be connected, means for connecting said shafts, including a transfer gear, and eccentric within eccentric controlled variable stroke reciprocating pump set means including an inner eccentric element securedto one said shaft and an outer eccentric element on the inner eccentric element and operating the reciprocating pump means.

43. Drive mechanism of the character described, comprising shafts tov be connected, means for connecting said shafts, including a transfer gear and a reciprocating pump set means having piston rods radial to the axis of the shafts, and means for controlling the length of stroke of said piston rods, including cam means arcuately movable transversely to the axis of the shafts.

44. Drive mechanism of the character described, comprising shafts to be connected, means for connecting said shafts, including gearing and fluid-pressure elements, embodying a reciprocating pump means, another reciprocating pump means receiving the discharge therefrom, and variable eccentric means for driving one of the pump means and including an eccentric within an eccentric and control means for setting the eccentrics from maximum eccentricity to neutralized eccentricity and vice versa.

45. Drive mechanism of the character described, comprising shafts to be connected, means for connecting said shafts, including gearing and fluid-pressure elements, embodying sets of pump pistons connected to different shafts, offset connecting rods for the respective sets of pistons. and 'an adjustable eccentric for operating one such set.

46. Drive mechanism of the 'character described, comprising shafts to be connected, means connecting said shafts, including gearing and fluid-pressure elements, embodying sets of huid pump pistons connected to different shafts and forcing uid one to the other, an arcuately adjustable valve for controlling the fluid flow, and means 'slidable axially of at least one of the shafts for adjusting said valve.

WIILIAH E. LAWREN bis 

